undercoverGSR

Not to get off topic, but you got any pics of your CRX? And would you ever consider selling it? PM me and lemme know.

duncanslx

Well, we both live in Dallas..........Lets get together and see whos not up to speed.

sweetprotege93

What kind of LSD do u have?

Gen1GT

So the BP blows then? That IS the Protege power plant. It's funny, cause I drive the **** out of my motor, and have ZERO problems with it. Ok, so it's not as smooth or miserly as a Honda, but there are NO Civics short of the 99-00 Si(Si-R in Canada) that can beat a DOHC Pro(we're talking equal and optimal conditions of course).

And IF the 'Protege powerplant' is crap, then what IS a good motor? The Golf/Jetta TDI? Hondas' new tire-shredding, earth warping 1.7?

For late 80s technology, the 1.8DOHC from Mazda was a pretty good motor....

BoostedPro

You people seem to forget that the GTX and GTR motors are the same 1.8DOHC engines found here. Besides the manifolds, there are only a few minor differences when it comes to internals. And on another note, if the protege powerplant is so bad, why is it actually more beneficial to convert a U.S. spec N/A 1.8 DOHC to a turbo 1.8 DOHC?

Just my $.02

Adam
91 LX-Turbo

2fast4u

WORD!!

D323

I never dumped on the BP cause I know what it can do. I just tried to defend it.

I plan to swap that power into my 323 once I get a chance next month. Then begins the building up, I dont want an enormous amount of power ( I do want reasonable gas mileage ) but a decent amount sounds good to me.

itzkcatz

Originally posted by 4drmiata
You people seem to forget that the GTX and GTR motors are the same 1.8DOHC engines found here. Besides the manifolds, there are only a few minor differences when it comes to internals.
--------------------------------------------------------------------------------

GTR motor
TTechnical Information

Basic design inherited from the GTX
The GT-R's transverse in-line four-cylinder engine's displacement is 1.840 cc
with a bore and stroke of 83 x 85 mm and compression ratio of 8.2:1.

The cylinder head is an aluminium alloy cross-flow type. Intake and
exhaust efficiency is very high in this 16-valve engine. There are two
intake valves per cylinder (33 mm diameter, 8 mm lift) together with two
exhaust valves (28 mm diameter, 8.5 mm lift). The larger valve diameter
and the thinner valve steams (intake/exhaust) enhance gas exchange efficiency.
The pentroof combustion chamber has a centrally mounted spark plug. The valve
angle is 50º.

Double overhead camshafts directly actuate the intake and exhaust valves.
Intake/exhaust overlap is large (intake open 2º, intake closed 51º/exhaust open
59º, exhaust closed 8º).

Hydraulic Lash Adjusters (HLA) maintain zero valve clearance between the cams
and the valve stems.

The cast-iron cylinder block has thin walls of uniform thickness for weight
reduction. The half-skirt design further cuts weight. Efficient rib positioning
and shape, together with the oval cross-section of the outer wall increases
rigidity.

The fully balanced forged steel crankshaft with eight counterweights runs on
five bearings.

Lubrication oil is pressure fed to various parts of the engine by a trochoidal
oil pump mounted at the end of the crankshaft. The unitized oil cooler is water
cooled.

The exhaust manifold is cast in lightweight, heat resistant ferried steel, using
the latest in casting technology: lost-foam casting. The manifold has a
port-partitioning wall between cylinder 1 and 4, and 2 and 3, reducing gas flow
interference, thus raising combustion efficiency.





.


The surge tank wall baffles equalize intake air pressure, reducing cylinder over-
load and improving performance and reliability. This design was pioneered by Mazda
engineers and developed following extensive testing. The technology is a world
first and Mazda holds the patent.

The exhaust manifold is made of lightweight, heat resistant ferrite steel. Lost-
foam casting gives a smooth inner surface which reduces gas flow resistance.

The con-rods are made of a tougher alloy and their ' I '-shaped cross-section are
wider for increased rigidity and strength

The exhaust valve steams are hollow and partially filled with sodium. As the
valves heat up, the sodium melts and is agitated violently as the valves move.
Heat is absorbed from the valve neck by the liquid metal and conducted to the
valve steam where it dissipates. The cooler exhaust valve prevent pre detonation,
increasing engine reliability.

The forged aluminium pistons with cooling channels, resemble Formula One engine
pistons. The piston crowns are tin plated. There are two compression rings and
one oil ring. Nickel cermet is fuse-boded to the groove area of the top ring
to enhance wear resistance.

The well-lubricated kelmet metal con-rod big-end bearings are the same as those
fitted in Group A competition motors.

The new five stage water-cooled oil cooler has a greater capacity over the GTX's
old two stage unit. Oil jets spray oil up into the cooling channels in the under-
side of the piston crowns........Quoted from
http://www.ggon.net/cardata/gtr/tbgt...b/gtrengin.htm
-----------------------------------------------------------------------------------
I would say thats alittle more then minor internal differences . As for using the NA head it is better because it is less restrictive then the GTX and GTR heads